Wheel/rail squeal and impact noise: What do we know? What don't we know? Where do we go from here?
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Cited by (96)
The application of dither to mitigate curve squeal
2021, Journal of Sound and VibrationA nonlinear FE model for wheel/rail curve squeal in the time-domain including acoustic predictions
2021, Applied AcousticsCitation Excerpt :Curve squeal is a type of railway noise which is highly occurred when tramway or subways come in a tight radius curve (radius lower than 200 m [1]). It is well accepted that the high lateral slip of the wheel on the rail-head is the main cause of curve squeal [2–4]. The friction forces generated by this sliding motion may lead to structural instability.
The critical effect of rail vertical phase response in railway curve squeal generation
2020, International Journal of Mechanical SciencesCitation Excerpt :However, squeal is occasionally observed on the outer wheel [6]. Although longitudinal wheel slip and wheel flange contact have originally been cited as a cause of curve squeal, they have been discredited as a main energy input in several works [3,5,7]. Most of mechanisms proposed in the literature put forward the high lateral slip of the wheel on the rail-head as the main cause of curve squeal.
Prediction of wheel squeal noise under mode coupling
2020, Journal of Sound and VibrationFrequency domain model for railway wheel squeal resulting from unsteady longitudinal creepage
2019, Journal of Sound and VibrationCitation Excerpt :Two theories exist in the literature about the relationship between flange contact and squeal. The first states that flange contact alone will not produce squeal and that flange contact, with the flange rubbing on the gauge face, reduces the likelihood of stick-slip due to lateral slip and the levels of squeal noise at wheels in flange contact [15]. The second theory acknowledges that flange contact can produce tonal squeal, although the mechanisms governing squeal in such conditions are not yet fully understood [16,17].